Provided is a stabilizer assembly that allows a coupling member to make smooth slide movement. To this end, a stabilizer assembly for a vehicle comprises; a first stabilizer, a second stabilizer, and a clutch mechanism. The clutch mechanism includes a clutch case; a first engagement portion; a second engagement portion; an engagement slider; an actuator; a first protrusion; a second protrusion; and a collar fitted on outer peripheral surfaces of the first and second protrusions across a mating point thereof while the first and the second protrusions are set their front ends butted against each other, the collar having an outer diameter size not exceeding a size of the groove-bottom diameter of the engagement grooves.

The present disclosure discloses an all-terrain vehicle which includes: a frame, a left-front suspension assembly connected with a left side of the frame and including a left-upper rocker arm and a left-lower rocker arm, the left-upper rocker arm is located above the left-lower rocker arm; a right-front suspension assembly connected with a right side of the frame and including a right-upper rocker arm and a right-lower rocker arm, the right-upper rocker arm is located above the right-lower rocker arm; a lateral stabilizer bar mounted on the frame and arranged above the left-upper rocker arm and the right-upper rocker arm, and a steering gear mounted on the frame and located below the lateral stabilizer bar.

An axle arrangement for a baler includes a first axle, a second axle, and a pair of elongate members. The first axle has first and second ends. First and second suspension cylinders are positioned at the first and second ends. The first axle is coupled with the chassis. The second axle has first and second ends. First and second suspension cylinders are positioned at the first and second ends to accommodate generally vertical loads. A first elongate member interconnects the first end of the second axle with the first end of the first axle. A second elongate member interconnects the second end of the second axle with the second end of the first axle.

A vehicle suspension system may include a first suspension assembly operably coupling a first wheel to a chassis of a vehicle, a second suspension assembly operably coupling a second wheel to the chassis where the first and second wheels form a pair of front wheels, a third suspension assembly operably coupling a third wheel to the chassis, a fourth suspension assembly operably coupling a fourth wheel to the chassis where the third and fourth wheels forming a first pair of rear wheels, and a payload extension kit that is attachable to the chassis non-permanently. The payload extension kit may include a fifth suspension assembly operably coupling a fifth wheel to a sub-frame extension of the payload extension kit, and a sixth suspension assembly operably coupling a sixth wheel to the sub-frame extension, where the fifth and sixth wheels form a second pair of rear wheels.

An adjustable anti-roll bar arrangement for a vehicle, comprising a bracket configured to be mounted in a fixed relationship to a chassis or a an axle of the vehicle, a linear actuator connected to the bracket, a guided element, the linear actuator being configured to drive the guided element along a first geometrical axis, a supporting shaft mounted to the bracket and defining a second geometrical axis which has a different extension compared to the first geometrical axis, an anti-roll bar, and a stabilizer stay having a first end connected to the anti-roll bar, and a second end movably connected to and supported by the supporting shaft, the second end being also connected to the guided element such that when the linear actuator drives the guided element along the first geometrical axis, the second end follows the motion along the second geometrical axis. The invention also relates to a vehicle comprising such an arrangement.

Cross-linked vehicle suspension systems. A first wheel is mechanically linked to a second wheel by a cross tie, so that motion from an impact with an obstacle by the first wheel is transmitted to the second wheel. A shock absorber may be coupled to each wheel, the cross tie, or both, to distribute absorption of the impact. In some embodiments, a second pair of wheels may be coupled by a second cross tie and configured diagonally to the first pair of wheels. A shock absorber may be coupled to both cross ties to link all wheels together, for full distribution of all loads across all wheels.

A traveling vehicle includes a vehicle body, a left swing part, a right swing part, a holding body, and a suspension device. The left swing part rotatably supports a left front wheel. The right swing part rotatably supports a right front wheel. The left swing part and the right swing part are supported on the vehicle body. The holding body for supporting the suspension device is formed in a U-shape so as to sandwich the suspension device in a front-back direction. A support shaft provided in the suspension device is supported on the holding body on both sides in the front-back direction. The suspension device is rotatable about the support shaft. The suspension device is arranged at a position higher than the left swing part and the right swing part, and extends and contracts in conjunction with swings of the left swing part and the right swing part.

Aspects of the disclosure relate to an anti-dive bar system that includes a first bar with a first floating end and a first fixed end mechanically coupled to a first axle. The anti-dive bar system further includes a second bar with a second floating end and a second fixed end mechanically coupled to a second axle. The anti-dive bar system further includes a coupler with a sleeve and a locking member. The sleeve is configured to receive at least a portion of the first bar. The locking member is moveable between a retracted position in which the first floating end of the first bar is moveable relative to the sleeve and the second floating end of the second bar and an extended position in which the first floating end of the first bar is fixed relative to the sleeve and the second floating end of the second bar.

A vehicle suspension for supporting the body or chassis of a vehicle includes suspension arms positioned at opposite sides and at one end of a vehicle and two suspension arms positioned respectively at opposite sides and at one end of a vehicle, each arm mounted for pivotal movement about a respective hinge axis. A balancing hub is attached to the vehicle body or chassis with at least one part of the hub free to rotate relative to the vehicle body or chassis about at least one pivotal position. Each suspension arm is connected to the hub at a position of the suspension arm spaced from a respective hinge axis whereby pivotal movement of the suspension arm applies a force to the hub. In use, the force opposes the force from another suspension arm at at least one of the same side and the same end of the vehicle suspension.

Suspension systems for recreational vehicles are disclosed. The suspension systems may include at least one adjustable member coupling a sway bar to respective suspensions. The suspension systems may include a torque actuator associated with a sway bar.